Internal-combustion-engine locomotive



A. E. L.. CHORLTON INTERNAL COMBUSTION ENGINE LOCOMOTIVE 8 Sheets-Sheetl /lwwron a. ffm

I MT m L w March E 9 1927.

March l 1927.

A. E. L CHORLTON INTERNAL COMBUSTION ENGINE LOCOMOTIVE Original FiledJan. 5, 1925 8 Sheets-Sheet 2 1 1927. March A. E, L. cHoRLToN INTERNALCOMBUSTION ENGINE LOCOMOTIVE Original Filed Jan. 5, 1925 8 Sheets-Sheet3 /AWE/v To 7? Q f. gira@ Y www:

Mar h 1 1927.

c A. E. L. cHoRLToN INTERNAL COMBUSTION ENGINE LOCQMOTIVE Original FiledJan. 5, 1925 1,619,704 March 1 1927' A. E. L. cHoRLToN INTERNALCOMBUSTION ENGINE LOCOMOTIVE Original Filed Jan. 5, 1925 8 SheeSShee'i',5

192 1,619,704 March l l 7 A. E, L.. cHoRLToN INTERNAL COMBUS'IiIONENGINE LOCOMOTIVE Original F'iled Jan. 5,1925 8 Sheets-Shave?l 6 1927.March l A. E. L. CHORLTON INTERNAL GOMBUSTION ENGINE LOCOMOTIVE OriginalFiled Jan. 5, 1925 8 Sheets-Sheetv 7 S Q m. A

WU FU 1,619,704 March 1 1927 A. E. l.. cHoRLToN INTERNAL COMBUSTIONENGINE LOCOMOTIVE Original Filed Jan. 5, 1925 8 Sheets-Shet 8 /lvvE/vrowE, f

Patented Mar. l, 1927.

lUNITED vs'ia'riszs 1,619,704 PATENT` OFFICE.

ALAN ERNEST LEOFBIC CHOBLTON, OF LONDON, ENGLAND, ASSIGNOB OF ONE-HALF Ii T WILLIAM BEARDMORE, 0F lLONDON, ENGLAND.

INTERNAL-COMBUSTION-ENGINE LOCOMOTIVE.

Application led January 5, 1925, Serial No. 657, and in Canada November29, 1923. Renewed January 15, 1927. y

fil

This invention relates to internal combustion engine locomotives andalthough .not limited theretois more particularly applicable tolocomotives for road or rail in which power is transmittedv from aninternal combustion engine of the heavy oil type through an epicyclicvariable s eed gear controlled by plate clutches and a evelreversingunechanism to a series of coupled track wheels.

The primary object ot' the invention 1s to provide an efficient iiuidpressure system for controlling the'transmission mechanism, so as tominimize the risk of damage to the parts of the locomotive.

More specific objects of the invention are to prevent damage resultingfrom (1 Varying the gear4 ratio of the variable spee gear at a time whenthe road speed of .the locomotive is not suited to such change;

(2) Putting the locomotive into gear when the reversing mechanism is notin condition therefor;

(3) Operating the reversing mechanism while the locomotive is in gear orwhen the locomotive is in motion;

(4) Releasing the brakes whilst the reversing mechanism is beingoperated. l

Further objects of the invention will be apparent from the followingdescription of the accompanying drawings and from the appended claims.l

In these drawings,

Figures 1 and 2 are general diagrammatic views of two alternativearrangements of a fluid pressure control system for an internalcombustion engine locomotive,

Figures 3 and 4 are sections on the lines 3-3 and 4-4 of a part ofFigure 2,

Figure 5 is a diagrammatic view of an epicyclic variable speed gearcontrolled by Ithe fluid pressure system,

Figure 6 is a diagrammatic view partly in section on the line 6-6 of aportion ot Figure 1,

Figures 7 and 8 are respectively a plan and a longitudinal section ofone of the devices shown in Figure 1,

Figures 9-12 are parallel sections on the lines 9 9, io-io, ii-ii andia-ia respectively of Figure 8,

Figure 13 shows on a larger scale one of the devices shown in Figure 2,and

Figures 14-20 are enlarged views of another of the devices shown inFigure 1,

Figures 15-18 being parallel sections on the spectively of Figure 14.

The fluid pressure system illustrated in the drawings is moreparticularly intended for the control 'of' the transmission mechanism ofan internal combustion engine locomotive, in which power from an`internal combustion engine of the heavy oil type is transmitted throughan epicyclic variable speed gear (of one or other of the types describedin the present applicants prior application for Letters Patent of theUnited States 'of America Serial No. 724,719) and through a bevelreversing mechanism (such for example as is described in the presentapplicants application for Letters Patent of the United States ofAmerica Serial No. 749,500) to a set of coupled track Wheels.

rlhe two alternative arrangements of the control system illustrated inFigures 1 and 2 differ chiefly in respect of the mechanical constructionof the various devices employed and the main features of the controlsystem are common to both arrangements. These main features comprise (1)A pump for delivering fluid pressure to the control system.

(2) A hand-operated distributing valve selectively controlling passagesthrough which the fluid is supplied for actuating the clutches of theepicyclic gear.

(3) Means for controlling the supply of pressure fluid to thedistributing valve autounder matically either in accordance with theroad speed of' the locomotive or in accordance -jointly with the roadspeed and the engine speed.

(4) A device for operating the reversing mechanism by hand eitherdirectly or through the medium of the fluid pressure system.

(5) Fluid pressure operated mechanism for locking the operating devicefor the reversing mechanism.

(6) Means for releasing such locking mechanism when the locomotive comesto Y rest.

(7) .A fluid pressure interlock between the operating device for thereversing mechanism and the operating device for the locomotive brakes.

In some cases Figures 1 and 2 show alternative constructions for thesemain devices,

and it will be understood that in such cases a device shown in Figure 1.may be'substituted for the corresponding .device shown in Figure 2 andvice versa. The same reference letters will be employed in Figures 1 and2 where applicable. i'

In the arrangement shown in Figure 1, a .reciprocating pump A drawsfluid from a supply tank A through a pipe A2 and a suction valve A2 anddelivers it under pressure past a deliver valve A* into a pipe A5,leading into a cy inder A2, which forms part of a Ipressure regulatingdevice. Within this cy inder A8 is a spring-controlled piston A7 whichacts on a rod A2 connected to the suction valve A1. If the fluidpressure in the pipe A5 exceeds a predetermined value dependent upon thetension of the springs controlling the piston A7, this piston will risein its cylinder and will open the suction valve A3. So long as the valveAs is-held open no fluid will be delivered through the valve A4 and thepressure. in the pipe As will fall again, thus causing the piston A-7 toreturn to its normal position and allow the suction valve A2 to close.

From the cylinder A the fluid is supplied under pressure through a pipeA9 to an ninternal passage B in a rotary valve Brotatable within acasing B2. The rotary valve B is provided with a recess B2 extendingpart of the way round the valve, and the passage B and the recess B1cooperate with ports B4 B5 B in the casing B2. The valve B carries atoothed sector B1 engaging with a toothed rack B2 connected to a pistonBg which can move in a cylinder B10. The rack B8 is also connected tosome part of the mechanism (not shown) forv actuating the locomotivebrakes and occupies the position shown in Figure 1 when the brakes areapplied. In this position the pressure fluid is sup lied through thepassage B to the port B5, w ilst the port B4 is connected through therecess B3 to the relief port B". When the brakes are released, the rackB8 moves to its uppermost position and rotates the valve B until thefluid pressure supply passage B registers with the port B4, whilst theport B5 is opened to the relief port Be through the recess B3. The portB4 is in communication with a pipe B11 through which pressure fluidpasses to the gear, and consequently the recess B3 serves to relieve theressure of the fluid supplied to the gear W en the brakes are applied.

The pipe B11 leads to a port C5 in the casing C of an automatic devicefor controlling the supply of fluid to the gear in accordance jointlywith the road speed of the locomotive and the engine speed. This deviceis shown in detail in Figures 111-20 and will be described later withreference to those figures. As an alternative to this device anotherautomatic device shown in the corresponding osition in Figure 2 may beemp oyed. his alternative device is actuated in accordance onl Awith theroad speed -of the locomotive. he device shown 1n Figure 1' allows theypressure fluid to pass through one or other of four ports C C2 C C4 inthe casing C according to the relation between the engine speed and theroad speed, these four ports corresponding to the four gear ratios ofthevariable speed gear. These four ports C" C2 Cs C4 communicate resectively with four pipes D D2 D2 D* lea ing to ports E' E2 E3 E* in thecasing E of al distributing valve, rpflthe distributing valve is shownin Figures 2. i The port B5 communicates with a pipe B12 leading to aninternal passage F 1n a member F forming'part of a device which preventsthe flow of fluid through this pi except when the locomotive is at rest.T ie member F is rotated by suitable means at a speed corresponding tothe road speed of the locomotive, and is disposed within av rotatingsleeve F 2 provided with a port F3 registering with the ort F when themember F and the sleeve 2 are at rest. The member F carries a disc F*and the sleeve F2 a flywheel F, sprin s F being interposed between thedisc an the flywheel so as to form a spring driving connection betweenthe member F and the sleeve F2. The disc F carries centrifugal weightsF" which are forced outwards'as the member F rotates until they comeinto clutching engagement .with the inner surface of the flywheel F1.The port F2 is in communication with an annular passage Fa within afixed casing F from which leads a pipe F10. Thus when the locomotive isat rest the springs Fu hold the parts in their normal ositions in whichthe ports F F11 register wlth one another soy that ressure fluid can besu lied from the pipe 12 into the pipe F1. pl'hen the locomotive beginsto move the, member F rotates and in turn drives the sleeve F2, butowing to the inertia of the flywheel F5 the sleeve F2 lags behind themember F to an extent suflicient to bring the ports F F3 out of registerand thereby to cut off 'communi- 1 cation between the pipes B12 and F 1.So long as the locomotive is being accelerated the sleeve F2 lags behindthe member F and when the speed reaches -a predetermined limit thecentrifugal weightsF1 clutch the disc F 1 to the flywheel F5 and preventfurther relative rotation between the member F and the sleeve F2.Communication between the pipes B12 and F1o will therefore be cut offuntil the speed falls again sufliciently to release the centrifugalclutch. When this occurs the deceleration will cause the sleeve F2 tomove relatively to the member Fy to the other side of the zero positionowing to the momentum of the flywheel Fs The detail construction llOvspringsv F will again bring and throughout the deceleration the memberF will lag behind the sleeve F2, until the locomotive comes to rest,when the the ports F F9 into register and thus esta lish communicationbetween the pipes B1 and F1". Other arrangements may be employed forthis purpose and one alternative which'is shown by way of exam leinFigure 2 will be described later with re erence lto that figure.

The pipe F19 leads to a locking device for' the reversing mechanism. Thereversing mechanism, which 1s only illustrated diagrammatically 1n thedrawings, comprises a driving bevel wheel G connected to the drivenshaft of the e icyclic gear, and two driven bevel wheels G2 one or otherof which can be moved into engagement with the driving bevel' wheel G bymeans of a crank lever G9 pivoted at G. This lever G9 i`s actuated bymeans of a rod G5 carrying a piston` valve G5 .moving in a cylinder G".The rod G5 has three holes Gr8 G9 G1o adapted to receive a pin H. Thesethree holes eorrespondto the three positions of the reversing mechanism.Thus' when the pin H is in the hole G8 the reversing mechanism is in itsforward drive position, when the pin is in the hole G9 the reversinfrmechanism is in the neutral position (as lshown), and when the pin is inthe hole G19 the mechanism is in the reverse drive position. The pin Hisconnected to a piston H whlch moves in a cylinder H2 under the-combmedactions of a spring H9 and the fluid pressure in a chamber H* into whichthe pipe F1o leads. The chamber H4 communicates through a segmental portH5 (see Figure 6) in the wall of the cylinder G" with one or other ofthree internal passages G11 G12 G19 in the piston Ge according to theposition of this piston. The other ends of these three passages registerrespectively with ports 1n the wall of the cylinder communica-ting withpipes H6 H7 H9. Thus when fluid 'is forced through the passage F1", itenters the chamber H1, which is in communication with one or other ofthe pipes H9 H7 H9', and if the other end of this plpe is closed theiuid will raise the piston H in the cylinder H2 thereby withdrawing thepin H from the hole G8 or G9 or G1o wlth which it is in engagement.

The raising of the piston H opens communication between the chamber H4and a pipe H9 and the fiuid is forced through this pipe. When the pistonH is in its lowermost position as shown the pipe H9 is 1n communicationthrough an internal passage H10 in the iston with a relief passage H11.This pipe 9 supplies iuid under pressure onthe one hand to a pipe H12for the actuation of the operating mechanism for the reversing mechanismv.and on the other hand to a pipe H19 which leads to the cylinder B10.Thus so long as pressure iuid is being supthe reversing mechanism cannotbe operated until iiuid under 'pressure is allowed to pass into the pipeF1o (i. e. until the brakes are applied and the locomotive has come torest) and not even then unless the pipe H9 or H7 or H2 which happens tobe in operation, is closed at its other end. The three pipes Hs H7 H8lead to ports J J2 Js (Figure 6) in the casing J of a reversing valvewhich is arranged together with the distributing valve to form a singleunit. shown in detail in Figures 7-12. The casing J of the reversingvalveis provided with five other ports J1 J5 J9 J7 J8, of whichthe firstcon nects with the inlet pipe H12 whilst the other four connectrespectively with outlet pipes K5 K K7 K9. The pipes K5 K" leadrespectively to the two ends of a cylinder K containing a piston K', andthe pipes K6 K5 lead to the two ends of a second cylinder K2 containinga piston K9. The connecting rods of the two pistons K K9 are pivoted tothe ends of a floating lever- K4, which is pivoted at its mid-pointtothe rod G5. These pistons K K2 and the lever K4 constitute theoperating mechanism or the bevel reversing mechanism G G G2.

The combined distributing and reversing valves illustrated in detail inFigures 7-12 will now be described. The reversing valve comprises acasing J within which a rotary valve member L is mounted. This valvemember L is provided with internal passages and recesses in threeparallel planes, sections through two of which are shown respectively inFigures 11 and l2. In the third plane the member L is provided with anannular recess L registering with the inlet port J4t through which thepressure iuid is supplied through the pipe H12. This recess L ispermanently in communication with a central passage L2, from whichradiate in the plane of Figure 11 two passages L3 L4. In the same planethe valve member L has a recess L5 which extends over part ofits-circumference, and this recess and the two passages L8 L1 registerwith the ports J5 J 6 J J 9` from the distributing valve, this passage Jbeing always open to a relief passage as will be explained later. Therelative positions of the ports and passages in the planes of Figures 11and 12 are such that in the forward drive position the passages L11 Lregister with the ports J7 J 1 and the recess L0 with the port J1.- Thusthe fluid supply pipe H12 is in communication with the pipes K7 KB andthe pipe HB is open to relief. In the neutral position `(as shown) thepipe H12 is in communication' through the passages L" L* and the portsJ0 J7 with the pipes K0 K7 and the pipe H7 is open to relief. In thereverse drive position the pipe H12 communicates through the passagesL"1 L* and the ports J 7 J 0 with the pipes K0 K0 and the pipe H0 isopen to relief.

The valve member L projects through a Xed cover plate J10 and carries atits end a reversing hand lever L7 by means of which the member L isrotated. This lever is provided with a spring-controlled detent L11which engages in one or other of the notches J 11 J 12 J13 in the edgeof the cover plate J 10 according to whether the valve member is in itsforward drive position, its neutral position or its reverse driveposition. The valve member L also carries on the side opposite to thehand lever L7 a fiat plate L0 having 'two holes L10 L11. These holes areprovided for the purpose of interlocking the reversing lever with thegear lever as will be described later.

The distributing valve comprises a casing E Within which is mounted arotary valve `member M. The valve member M and the casing E are providedwith a number of passages and ports arranged in four parallel planes,sections throu h these planes being shown respectively in igures 9, 10,11 and 12. In the plane of Figure 9 the casing E contains in addition tothe four ports E E2 E1 E4 above referred to four other ports N N2 N3 N4through which the pressure fluid is supplied respectively to actuate thefour plate clutches of the epicyclic gear (to be described later). Fromthe four ports N N2 N3 N1 longitudinal passages N1? N0 N7 N8 lead tofour more ports N0 N10 N11 I N12, of which two N0 N12 are in the planeof Figure 10 and two N10 N11 are in the plane of Figure 12. In the planeof Figure 11 a The two ports N N1 are extended laterally in the plane ofFigure 9 as shown respectively at N111 and at N14.

The rotary valve member M is provided in the plane of Figure 9 withthree radial, passages M M2 M3, of which the first M is .adapted toregister with one or other of the ports N E E2 Es E4, whilst thepassages M2 M3 register selectively with the ports N N2 N 3 N 4 (or withthe extensions N10, N11 of the ports N1, N1) according to the positionof the valve member. The valve member M is also provided with threerecesses M* Mls M0 in the plane of Figure 10, a completely annularrecess M7 in the plane of Figure 11, and three more r MB M0 M10 in theplane of Figure 12. The annular recess M7 is always in 'communicationwith the relief port N and also with the passage J 0, so that the rt Nserves as a relief port both for the distributing valve and for thereversing valve. `The tworecesses'M and M8 are connected together and tothe annular recess M7 by means of a longitudinal recess M11, and similarlongitudinal recesses M12 and M1a also connect the recesses M1 M0 and M0M1 respectively with the annular recess M7, so that all the recesses inthe valve member M are permanently in communication'with the relief portN.

In the neutral position (as shown) the passage M does not register withany of the pressure fluid supply ports E E2 and tlie'four delivery portsN N2 N1 N* are open to relief respectively through the passages N0 N9 M*M11 M7 N, N0 N10 M1 M11 M1 N, N7 N11 Ms M11 M7 N Ns N12 M5 M12 M7 N.When the valve member M is rotated one step counter-clockwise (in Figure 9), the passages come into a osition corresponding to the firstspeed of t e gear. The supply port E is connected through the passagesM' M2 M3 with the delivery ports N3 N1, the connections from these portsto the relief port N bein broken, whilst the ports N N2 .are stil o ento rel'ef. In the second speed position t e supply port E2 is connectedto the' delivery ports N2 N1, the port N being still open t'o relief,whilst the port N 1 is opened to relief by the recess M1 coming intoregister with the port N11. In the third speed position the port E3 isconnected to the ports N' N3, and the ports N2 N4 are respectivelyconnected to relief by means of the recess M0 and M0. In the directdrive position the port E4 is connected to the ports N N 2 the ports N3N 1 being open to relief througli the recesses M10 and M0.

The valve member M projects through a iixed cover plate E5 on the end ofthe casin E and carries a disc O on which is mounte a hand lever O. Thisgear lever O carries a spring-pressed detent indicated at O2 andarranged in a manner similar to the detent L8 in the reversing lever,this detent O1 engaging in one or other of five notches E0 E7 E8 E9 E10in the edge of the cover plate E5 and thereby holding the member Msecurely in its five operative positions as described above.

A mechanical interlock is provided between the gear lever O and thereversing lever L7. This consists of a pin O1I passin through a hole inthe cover plate E an O2 is `inesuc Aapostionthatwhen thereressed -b aispring O? towards the plate lcarre -b yfthe reversing lever. This pmversingleverALis moved into its forward drive position or its reversedrive position." thespring Owill forcethe pin O3 m-tothe ifhole' L1 orthe ho1e1L11, so` that the lever will be locked in its position. The pinO3 is of such a length that when it engages in one or other of the holesL10 L11, its upper end is just clear of the lower surface of the disc O,so that this disc is then free to be rotated. When, however, the pin O2is not in one of the holes L1o L11 its lower end rests on the surface ofthe plate L9 and its upper end then projects into a hole 0 5 in thediscO, thus locking thev gear lever 1n pos1 ,l tion. f The hole O is sovdisposed that when Y1.. Voutro lockedl the gearlever is inits neutralpositio. An additional hand lever;Otis pro.

lng the ApinrOa, this collarfenga mg small pinwO9 proecting lfrom .ithlocking pin O2.

position except whenthe reversing lever is in one or other of its twodriving positions, and also prev-ents the reversng lever from beingoperated except when the gear lever isin its neutral position.

From the four delivery ports N N2 N3 N* respectively of the distributingvalve lead four pipes P P2 P2 P* through which thel pressure fluid issupplied for the actuation of the variable speed gear. This gear ispreferably of one or other of the forms de--' scribed in the prior U. S.application No. 724,719 above referred to, and one such construction isillustrated very diagrammati-v cally in Figure 5. .In the epicyclic gearshown in Figure 5, the driving shaft Q carries a sun wheel QA whichcooperates with an annulus Q2 through a set of planet pinions Qi. thesepinions being connected by means of disc Q4 with the annulus Q5 of asecond cpicyclic gear train. This annulus cooperates with a sun wheel Q6through planet pinions Q7 carried by the driven shaft Q8, from which thedrive is taken through a spur wheel Q2. The speed changes of the gearare controlled by means' of four plate clutches R R2 R3 R, of which thefirst two R and R2 serve to clutch the disc Q4 respectively to theannulus Q2 and to the planet pinions Q1, whilst the other'two R3 and R*serve respectively to clutch the sun wheel Q6 and the annulus Q2 tothefixed casing R. The clutches are each actuated by means of a pistonR5 moving in af cylinder R". and pressed by a spring R1 in a directionto disyfor the purpose oflifting the't'pinf-0- fllthe 'hole L1o (or L11)*when de.: f sired to;y operate the reversing, lever L".`

It will 'be'ffseen tirati this p interlocking mechanism preventsthegear--, lever from being moved from' its neutralV engage thev clutch,the `pistonbeing forced inwardly 'to cause the c lutchvtoengage by meansof fluid under pressure admitte into the outer end of the cylinder froman annular chamber R2. In the case ofthe-clutches R3 and R", in each ofwhichone of the members is fixed, the annularcliambers'R2 are disposedin the fixed member and the ipes P3 and P lead directly into these chamers. In each of the otherstwo clutches R R2, however, both members arerotating, and the twov annular chambers are carried by the disc Q1. Thetwo supply pipes P P2 for these clutches lead respectively into twoannular passages P5 P8 in a box P7 disposed adjacent to the end of thedriven shaft Q8. Within this box P7 and extending through the drivenshaft to the disc Q* are disposed two concentric pipes P8 P2, with theinner P2 of` their-other ends the two pipesPB P9 communicaterespectively with passages P11 P12 inthedisc Q4 and thencewith the twoannurchambers associated with the clutches R ,andy-5R? Thus when fluidIunderpressure is admitted. to one or other of the pipes P P2 P2 P4, thecorresponding clutches R R2 RSRA2 are caused to engage. When fluid issupplied through the pipes P P2 the clutches R R2 will engage and adirect drive will be obtained. The third speed is obtained by admittingfluid through the pipes P3 so as to engage the clutches R R3 and therebyto fix the sun wheel Q whilst the epicyclic gear train Q Q2 Q3 rotatesas a solid coupling. For second speed fluid is admitted through thepipes P2 P* so that the clutch R* fixes the annulus Q2 and the clutchR2- cause's the gear train Q5 Q6 Q" to rotate as a solid coupling. Forfirstspeed fluid admitted through the pipes P3 P1 causes the clutches R3R4 to engage and thereby to x the annulus Q2 and the sun wheel Q2. Ashas already been described the construction of the distributing valve issuch that in each position pressure is relieved from those clutches notin use, whilst in the neutral position pressure is relieved from allfour clutches.

Turning now tothe arrangement shown in Figure 2, only those parts willbe described which differ from the corresponding parts of Figure l. Thepressure fluid supply pump A A A2 A9 is arranged exactly as in Figure 1the same reference letters being employed. The pipe A9 again leads t0 arotary valve forming part of an interlock between the operating devicesfor the brakes and the reversing mechanism, but in this case the pipeA10? (corresponding to B11 in Figure 1) through which the pressure fluidpasses to the variable speed gear is connected directly to the pipe AInstead of through the rotary valve. A further pipe A11 alsov for thepurpose of fluid supply-to the Ain the casing ofv a valve which acts tocon trol the fluid supply to the gear automatically in accordance withthe road speed of the locomotive. This valve, which is shown in detailin Figure 13, is an alternative to that shown in Figures 1 and l14--2O,and either valve may be lemployed in either` of the generalarrangements. In Figure 2 the valve casing S is provided with fouroutlet ports S S2 S11 S1 which communicate'with the four pipes D D2 D11D* leading to the distributing valve E M which is arranged in exactlythe same manner as the distributing valve shown in `Figures 1 and 7-12except ,that it is not combined with a reversing valve. y

The rotary val've and its associated piston and cylinder, which formpart of the interlock between brakes and reverse and are 1ndicated bythe reference letters B B p B12, are similar to that shown in Figure 1with the exception that the port B* and the pipe B11 are no longernecessary.

The pipe B12 leads as before to a device which prevents the flow ofpressure fluid to the reversing mechanism when the locomotive is inmotion. The device F F F10, which is operated by means of a flywheel anda centrifugal clutch, may be employed in the arrangement of Figure 2,but this figure shows an alternative device which is operated by fluidpressure. This device consists of a reciprocating pump T drivenl inaccordance with the road speed of the locomotive. The pump T draws fluidfrom the reservoir A through a pipe T and a suction valve T2, anddelivers it through a delivery valve T3 into a chamber T4 from which aby-pass passage T5 leads back to the reservoir A. The pressure set up inthe chamber T acts on a piston T11 moving in a cylinder T7 against theact-ion of a spring T2. The pipe B12 leads to a port T9 in the cylinderwall, this port being disposed opposite to an outlet port T10 from whicha pipe T11 (corresponding to the pipe F10 of Figure 1) leads to thereversing mechanism. The piston T6 has an annular recess T12 whichregisters with the two ports T T1o when, the locomotive is at rest.

Thus as soon as the locomotive starts to move the pump T will deliverfluid under pressure into the chamber T1, this pressure acting to raisethe piston T and cut off communication between the ports T9 T10. Thefluid will leak slowly through the bypass passage T5, and as thelocomotive speed increases the fluid will be forced at increasingvelocity through this by-pass. The pressure of the spring Ts and thecross-section of the by-pass passage T5 are such that even end of therod G, the piston G'1 veg1 slow motion of the locomotive will be sucient to raise the piston T and close the ports T T1. When thelocomotive road speed falls, the pressure in the chamber T will alsofall, until finally when the looomotive practically comes to rest therecess T12` will open the ports T T1 and allow pressure fluid to flowinto the pipe T11.

The pipe T11 leads to the operating device for the reversing mechanism.In the arrangement of Figure 2 the reversing mechanism is operateddirectly by hand instead of through a Huid pressure system.

As in Figure 1 the reversing mechanism G i G G2 is operated by means ofa. crank lever G1 pivoted at G and a rod G5 carrying a piston G whichmoves in .a cylinder G". Instead ofbeing actuated by the fluid pressureoperated lever K1, the rod G is now actuated directly by means of a handwheel G1* carrying a nut G1" which is held against axial motion by afixed'bracket G1 and engages with a screwthread G1T on the being heldagainst rotation by means of a-key G1 (see Figure 3). The rod G5 is asbefore provided with three holes Gs G G1 adapted to receive a pin Hcarried by which is moved in a c linder H2 against the action of aspring 1 by the pressure in a chamber H4 into which the pipe T11 apiston H leads. Since the reversing valve J L is now dispensed with, itis unnecessary to rovide the pipe H12 and the pipe H11 whic leads tothecylinder B1 is taken direct from the pipe T11, the internal reliefpassage H11 in the piston H being omitted.

The piston G as before is provided with three internal passages G11 G12.G13 (see Figure 3), one of which registers, when the piston is in theappropriate position, at one end with a recess H communicating with thechamber H* and at the other end with the corresponding passage H6 or H7or H11, these passages in this construction being formed within the wallof the cylinder G. Since there is no reversing valve to control thepassages H6 H7 H*3 as in the construction of Figure 1, it is necessaryto provide a special valve for this purpose. This valve (see Figure 4)comprises a rotary plug H14 which closes the end of the cylinder G7 andforms a chamber H15 therein surrounding the rod G5, this chamber beingpermanently open to relief through a pipe H18 The plug H11 is rotated bymeans of a hand lever H17 and contains an internal passage H12, whichopens at one end into the chamber H15 and at the other end to one orother of the pipes H11 H7 H8 according to the position of the handlever.

Thus if the reversinor mechanism is in its vneutral position an ythelocomotive is at rest with the brakes applied, as shown, uid underpressure is supplied through the but when theand.; lever H11-is intheposition shown this If now anism either to the forward drive orto thereverse drive position, the hand lever H11 is moved one way or theother. This closes the pipe H" but opens one or vother of the pipes H Hsto relief. The pressure'in the chamber H now raises \the piston H andreleases the pin `H out of the-hole G. The

' hand wheel G1* can now be rotated to op- -erate the reversingmechanism, and as soon as the piston G has moved intov its new positionthe passage G11 or G13, as the case may be, opens communication betweenthe chamber H1 and the relief pipe H1", so that the piston H falls andthe locking pin H enters the hole G8 or G10, the pressure at the sametime being relieved in the cylinder B1 thus enabling the brakes to bereleased.

There remain to be` described the .device shown in Figure Qiandillustrated in detail in Figure 13 whereby the supply of pressure fluidtothe gear is controlled automatically in accordance with the road speedof the locomotive, and also thel alternative device ,shown in Figure 1and in Figures '14-20 whereby` this control is elected inaccordancejointly with the road speed and the engine speed. The former device willbe described first.

The device illustrated in Figure 13 comprises a cylindrical valve casinS to one end S8 of which pressure fluid 1s supplied from the pipe A1(Figure 2) through the port S5, whilst pressure fluid is also supliedfrom the pipe A11 through the port *1 to the other end S1 of thecylinder, which is of larger diameter than the end S8. The cylinder S isalso provided in its larger part S1 with five other ports, through fourof which S S2 S3 S4 the pressure fluid is supplied respectively throughthe pipes- D D2 D3 D4 (Figure 2) for the control of the gear, whilst thefifth port S7 is a relief port. Disposed within the two parts S8' S ofthe cylinder S is a stepped piston U having an internal'passage Upermanently in communication with the relief port S7. The larger part ofthe piston U is also provided with two annular recesses U2 U3, of whichone U2 communicates with the passage U whilst the other U3 is open tothe smaller end S8 of the cylinder. The internal passage U communicatesthrough an orifice U* with the larger end S9 d the cyli nder, thisorifice being controlled by a pilot valve U5, the stem U of which isconnected by a link U7 to one arm 'of a crank lever Us pivoted at U1.The other arm of the crank lever Us engages with the collar U1o of acentrifugal governor U11, the shaft U12 of which is driven through aspur wheel U1 in'r accordance with the rroad speed of the locomotive,

vh means for example of gearing driven fiomy a non-driven vroad wheel.

Thus so long as the pilot valve U5' keeps the orifice U1 closed theistcn U will remain in its end position as shown) owing to thedifferential action of the pressures in the two ends S8 S9 of thecylinder. In this position the pressure fluid can flow through therecess U3 and the port S into the pipe D', which corresponds to thefirst speed position of the gear. If now the road speed of thelocomotive increases, the governor U11 acts on the crank lever U8 andwithdraws the pilot valve U5 a short distance. This opens the orifice U1and relieves the pressure in the larger part S9 of the cylinder, so thatthe piston U will move along the cylinder under the action of thepressure in the smaller end S5 until the orifice U'1 is again closed orvery nearly closed by the pilot valve U5. A balance of pressures actingon the two sides of the piston U will exist when the orifice 1 isslightly open, the small leak through this orifice being just suiiicientto counteract the normal difference of pressures on the two sides of thepiston. Thus as the locomotive speed increases, the piston U will followthe pilot valve U5 and will openinl turn the ports S2, S3, S* whichcorrespond respectively to the second speed, third speed and directdrive positions of the gear, the three ports not open to tlie pressurefluid at any moment being in communication with the relief port S7. Adecrease in road speed will cause the pilot valve U5 to close theorifice U4 and the differential pressures will move the piston U backagain until a balance is restored. u V

As has been mentioned this device acts in conjunction with thedistributing valve to control the supply of pressure fluid to the gear,and it will be seen that no pressure fiuid is supplied to the gearunless the distributing valve is rotated into a position correspondingto that of the piston U. Thus when it is desired'to start the locomotivefrom rest, the piston U will be in its first -speed position, and assoon as the gear lever is moved into its first speed position, thepressure fluid will flow through to the pipes P3 P1 and will cause theclutches R3 and R1 to engage thus bringing the gear into its first'speed position.

-As the speed increases the piston U will move along its cylindertowards its second speed position andv when a predetermined v ,its thirdspeed and its. direct drive ositions. When it is desired to stop theocomotive, the reverse operations may be carried out, but it will usuallbe sufficient to move the gearlever straig t over from its direct driveosition to its neutral posit-ion. This will reieve the pressure on allthe plate clutches and will, cut the gear out without passing throughthe intermediate positions. Ity will be seen that this arrangementprevents the operator from putting in a gear ratio when the road speedof the locomotive is inappropriate for such a ratio.

The alternative device illustrated in Figures 14-20 is actuated partlyin accordance with the road speed of the locomotive and partly inaccordance with the engine speed, and is so arranged as to prevent thesupply of pressure fluid for adjusting the gear into any gear ratiounless the engine speed and the road speed are `in approximately thecorrect ratio to one another. This device comprises a cylindrical casingC Within which are disposed two rotary valve members V W one within theother. The inner valve member W is rotated in accordance with the enginespeed and the outer member V in accordance with the road speed of thelocomotive by means of mechanisms to be described later. The casing C isprovided with six ports C C2 C3 C4 C5 C, of which four C C2 C5 C4 areoutlet ports communieating respectively with the four pipes D D2 D3v D4(Figure 1) through which pres- V,sure fluid is supplied for theactuation of the gear, whilst the inlet port C5 communicates with thepipe B11, the port C5 being connected to a relief pipe C1. This port C3'also communicates 4'with the annular chamber Cs which is formed Withinthe cylinder C surrounding the inner valve member W beyond the end ofthe valve member V.

The two valve members V W are each provided with ports and recesses,most of which are arranged in four parallel planes passing respectivelythrough the four' outlet ports C4 C5 C2 C', sections on these planesbeing shown respectively in Figures 15-18. In the plane of Figure 18 theouter valve member V has a port V and a recess V5,

whilst the inner valve member W has a port W', corresponding ports andrecesses V2 V5 72 in the plane of Figure 17, V3 V1 W3 in the plane ofFigure 16, V4 V5 lV* in the plane of Figure 15 also being provided; Thefour ports W W2 W3 W4 all communicate with a longitudinal passage 15,one

end of which is connected through a passage W5 with an annular recess."W1 registering with the inlet port \C5 in the casing C. The fourrecesses V5 V5 V1 V8 are also connected together in pairs by means oflongitudinal recesses, the recesses V5 and V5 by t e recess V9, therecesses V5 and V1 by the recess V1 by the rece list the uw; The m 4inthe two valve members form part o the fluid pressure' supply system tothe gear,

whilst-the various recesses are used forv re-` lief purposes.

Thevalve member W- carries at its end outside the casing C a bevel wheelW' which is actuated through mechanisni'now to be described by a worm W'and 'a shaft W1 driven in accordance with the engine as for example bygearing from the engine shaft. The valve member V carries at its endoutside the casing C a spur wheel V1 which engages with a toothed sectorV1 mounted on a shaft V1* carr ing a bevel wheel V15. This bevel wheelV115 is actuated ythrou l1 mechanism similar to that employe foractuating the bevel wheel W b a worm V15 on a shaft V11 driven inaccordyance with the road speed of the locomotive, as for example bygearing from a non-driven road Wheel. Figure 19 is a section at ri htangles to that of Figure 14 on a somew at larger scale and shows theactuating mechanism for the bevel wheel V15. The actuating mechanism forthe bevel wheel W is for the most art similar to that shown in'Fi ure 19and) Figure 20 shows that part whic differs from the actuating mechanismfor the bevel wheel V15.

-Each actuating mechanism comprises a centrifugal governor X mounted ona shaft X which is driven through a gear wheel X2 by a gear wheel V15 orW11 on the shaft V11 or W1o as the case may be. The governor collar X5is. connected to a lever X pivoted at X5, to the remote end of which ispivoted a rod X5. This rod X5 is screwthreaded at its end X1 and carriesa needle X5', which is adjustably held in position o n the rod X bymeans of nuts X9 engaging with the screwthread X1.

The worms V16 W also each drive through a worm wheel X1o a shaft X11carrying an eccentric X12 which reciprocates a plunger X13.- Theconnecting rod between the eccentric X12 and the plunger X13 is dividedinto two parts X11 and X15 oppositely screwthreaded, a double nut X15engaging with the two screwthreads, so that rotation of the nut variesthe eiective length of the connecting rod X1* X15. The lunger X1' abutsagainst the head X11 of tie needleX'.

In the case of the actuating mechanism for the bevel wheel V15, thepoint X15 of the needle X5 engages with the notched front `edges Y Y ofthe arms Y2 Y3 of two levers rotatably mounted on a spindle Y, thelother arms Y5 Y8 of these levers carrying toothed sectors Y1 Ys whichengage with the bevel wheel V15. The corresponding parts of theactuating mechanism for the bevel wheel Ws are similarly arranged andare shown and thereby causing the in Figure 20. In this case the pointX18 of the needle X8 engages with the notched front edges Z Z ot' thearms Z2 Z2 of two levers rotatably mounted on a spindle Z4, the otherarms Z5 Z ot these levers carrying toot-hed sectors Z7 Z3 which engagewith the bevel wheel 'S. v

Each-actuating mechanism operates in the following manner. )Vhen thespeed increases the governor collar'X8 rises and the, rod X6 carryingtheneedle X8 is depressed. During a backward stroke ot the plunger X12` theneedle Xs moves down over the front edge Y (or Z) of the lever arm Y2(or Z2), the subsequent forward stroke of the plunger X13 forcing thepoint of the needle into a notch in this edge Y (or Z) leverY2 Y5 (or Z2Z5) to rotate about its pivot Y4t (or Z4). Owing to the fact that thetwo toothed sectors Y7 Y8 (or Z7 Z8) both engage with the same bevelwheel V15 (or W8), the two levers Y2 Y5 (or Z2 Z5) and Y3 Y6 (or Z2 Z8)rotate about. the common spindle Y4 (or Z4) inv opposite directionsthrough the same angle. and consequently7 the needle point X12 comes torest in its new position in engagement with the two notched edges Y Y(or Z Z), the bevel wheel V15 or TVB) having been rotated through anangle corresponding to the movement of the governor collar X3. Theactual law governing the relation between the movement of the governorcollar X2 and the angular movement ot the bevel wheel V15 or W2) dependsupon the construction of the governor X. the lengths of the variouslever arms and the disposition and shape of the two notched edges Y Y(or Z Z), and these factors are so chosen as to give a law which suitsthe operation of` the two rotary valve membersV W now to be'described.

The valves V W are shown in the drawings in the position thev occupywhen the locomotive is at rest and the engine is run-.

ning light at its normal minimum speed. It will be not-iced that in thisposition the port V registers with the port W and with the port C. sothat communication is established between the inlet pipe C5 and the irstspeed outlet pipe D. lt should be mentioned that each of the ports C C2C2 C4 is or such a length as to cover the whole angular movement of theengine speedvalve W between the minimum and maximum engine speeds. sothat the ports W W2 W3 W* will always be opposite some part of thecorresponding ports C C2 C3 C* while the engine is running between theseAlimiting speeds.

If now thelbrakes are released and the reversing mechanism is in anoperative driving position. the locomotive can be started by moving thegear lever O to its first speed position. Fluid underv pressure will nowflow through to the clutches R3- R* and will adjust the gearinto thefirst speed position. The locomotive will now begin to move (someslipping taking place between the plates of the clutches in engagement)and when its road speed reaches a predetermined value the collar of theroad speed governor will start moving, thereby rotating the valve W. Thespeed at which the road speed governor begins tol act must Vbe such asto bear a ratio to the minimum engine speed corresponding to the gearratio of the gear when in its first speed position. vMoreover the plateclutches of the gear must be so arranged that complete engagementwithout slipping will take place at this time. Further increase in theroad speed will only take place now it the engine speed is increased (bymeans for example of an accelerator pedal). The locomotive continues torun in {irst gear until the engine speed has been increased to itsmaximum value, the two valves V W rotating in synchronism during thisperiod so that the ports V W remain in register with one another. Whenthe engine maximum speed is reached. the port V2 will have moved roundinto register with the port C2. At this stage the locomotive is ready tobe transferred into its second speed position.

The driver ot the locomotive. if he wishes to change to second speed.will move his gear lever O into the second speed position as soon as theusual road speed indicator shows that the road speed has reached thevalue at which this change should be made. This movement of the gearlever relieves the pressure on the clutch Rs by means of the reliefpassages in the distributing valve. and thereby cuts out the gear. Theengine speed must now be decreased bv the accelerator pedal. the roadsneed of the locomotive not changing materially during this decrease. Assoon as the engine speed gets down to the value at which the port 'W2registers with the port V2. pressure tiuid is supplied to the clutchesR2 R4. thus bringing the gear into its second speed position. Anincrease in road speed can now be brought about by increasing the enginesneed up to its maximum value..the two valves rotating in svnchronism soas to keep the ports V2 W2 in register with one another. When the enginemaximum sneed is reached the port Vs will have moved round into registerwith the port C. A change into third speed can now be e'ected in asimilar manner by moving the gear lever O' to the third sneed positionand then decreasing the engine speed until the ports Vs Ws register withone another. From third speed a similar change can be made intothedirect drive position when the ports V4 W4 register with one another.For changing down from one speed to a lower speed the reverse processmay be carried through, but when it is dcsired to stop the locomotive itwill generally be sufficient for the driver to move the gear leverstraight over from the direct drive position to the neutral position sothat the intermediate gears will not be mit in.

If the driver fails to operate his gear lever when the maximum enginespeed is reached With any gear ratio, further movement of the two valvesbeyond the maximum speed position will cut off the supply of fluid tothe gear since the end of the port C (or C2 or 'C3 or C) :will bepassed. The relief recess V A(or Va or V or V5) will then come intooperation and relieve the pressure, so

that the clutches in engagement will be re leased and the gear will becut out. The resultant fall in speed will bring the ports into registeragain (if the valves move synchronously) and the same gear ratio will beput in aga-in. These valves will thus act to revent the engine runningbeyond the maximum speed whilst the locomotive is 1n gear, in additionto performing their main function of preventing any gear ratio frombeing put in unless the engine speed bears the correct ratio to thelocomotive road speed.

Throughout the description various pipes have been referred to as reliefpipes, as tor example the pipes B C7 H11 H1 N S". These pipes are shownin the drawings as open-ended pipes. but it will be understood that theyare all connected to a pipe A12 leading into the fluid supply reservoirA'. The whole fluid pressure system is thus a closed circuit system.

The detailed constructions of the various devices and the generalarrangement of the system have been described by wav of eX- amnle onlvand modifications may be made without departing from the scope of theinvent-ion.

What I claim as my invention and desire to secure by Letters Patentis 1. In an internal combustion engine locomotive, the combination of avariable sneed gear, a fluid pressure system for controlling the gearratio of the variable speed gear. and

means whereby the fluid pressure system is .controlled partly by handandpartlv automaticallv in accordance with the road speed of thelocomotive.

2. In an internal combustion` engine locomotive. the combination of avariable sneed gear, a fluid pressure system for controlling the gearratio of the. variablecspeed gear, means for controlling the fluidpressure svstem automatically in accordance with the road speed of thelocomotive. a hand-operated gear lever. and means whereby a change ofgear ratio cannot be effected except when the position of the gear leverand the road speed are appropriate to such change.

3. In an internal combustion engine locomotive, the combination of avariable speed geai'-, means for delivering fluid under pressure to thegear for controlling the gear ratio thereof, a governor driven inaccordance with the road speed of the locomotive, al control valve forthe fluid pressure system actuated by the governor, a.. handoperatedgear lever, and means whereby the pressure fluid is allowed to ass tothe gear only when the control va ve and the gear lever are incorresponding positions. Y

4. In an internal combustion engine locomotive, the combination of avariable speed gear, fluid pressure o rateddevices for controlling thegear ratio thereof, means for delivering fluid under pressure through asystem of passages leading to such devi means actuatedl in accordancewith thc rm speed of the locomotive for selectively controlling thefluid pressure passages, and a hand-operated distributing valveindependently controlling the fluid pressure s 5. In an internalcombustion engine locomotive, the combination of a variable Sle-.rdgear, a fluid pressure system for contro g the gear ratio thereof, agovernor driven in accordance with the road speed of the locomotive, acontrol valve actuated by the governor, and a hand-operated distributingvalve which operates in conjunction with the control vvalve to controlthe fluid pressure system.

6. In an internal combustion engine locomotive, the combination of avariable speed gear, a reversing mechanism, a fluid ressure system forcontrolli'n the gear an the reversing mechanism, an means whereb thesupply of pressure fluid to the gear 1s i controlled partly by hand andpartly automatically in accordance with the road speed of thelocomotive.

7 In an internal combustion engine locomotive, the combination of anepicyclic variable speed gear, a bevel reversing mechanism, a fluidpressure system for controlling the gear and the reversing mechanism, ahand-operated distributing valve controlling the supply of pressurefluid to the gear, and a hand-operated reversing valve controlling thesupply of pressure fluid to the reversing mechanism.

8. In an internal combustion engine locomotive, the combination of avariable speed gear, a .reversing mechanism, a fluid pressure system forcontrolling the gear and the reversing mechanism, meansfor controllingthe supply of pressure fluid to the gear automatically in accordancewith the road speed of the locomotive, a handoperated distributing valveindependently valve controlling the supply of pressure fluid to thereversing mechanism.

9. In an internal combustion engine locomotive, the combination of avariable speed gear, a; reversing mechanism, fluid ressureV yMi-operateddevices for controllin lt e gear ,ff-andthe reversing mechanism, yanineenstorinterlocking the two controlling devices .with

one; another whereby the lreversing mechanism cannot-*be operated exceptkwhen the iis' gear is in its'neutralposition and the gear cannot beadjusted from its neutral position except when the reversing mechanismis in one or other of its operative positions.

10. In an internal combustion engine locomotive, the combination of avariable speed gear, a `reversing mechanism, a fluid pressure `systemfor controlling the gear and the reversing mechanism, a hand-operateddistributing valve'for controlling the supply of pressure fluid to thegear, a hand-operated reversing' valve for controlling the supply `ofpressure to the reversing mechanism, and

tem partly by means of the gear lever and partly automatically inaccordance with the roadspeed, and means foi' interlocking the gearlever with the controlling device for the reversing mechanism. y

12. In an internalcombustion engine locomotive, the combination of anepicyclic variable speed gear, a bevel reversing mechanism, a fluidpressure system for controlling the gear and the reversing mechanism,two

rotary valves controlling the supply of pressurevfluid to the gear andto the reversing mechanism respectively, a hand-lever for actuating eachrotary valve, and a mechanical interlock between the two hand levers.

13. In an internal combustion engine locomotive, the combination of avariable speed gear, a reversing mechanism. a fluid pressure system forcontrolling the gear, a device for operating the reversing mechanism,and means associated with the locomotive brake-actuating mechanismwhereby operation of the reversing mechanism is prevented except whenthe locomotive bral'es are applied. Y

14. In an internal combustion epgine locomotive, the combination of avariable speed gear, a reversing mechanism, a fluid pressure system forcontrolling the gear, a device for operating the reversingmechanism,pand fluid pressurev operated means Y for interlocking' thisdevice "with thea` locomotive Y'brakeactuating mechanism whereby'zthereversing mechanism can'only be' operatedvvhen the brakes are appliedand the brakes cannot be.,A

released except whenthe reversing mechamsm is in an operative drivingposition.

15. In an internalcombustion en ine locomotive, the combination of avaria le speed gear, a reversing mechanism, a fluidpressure system forcontrolling the gear, means for controlling the uid pressure systempartly by ihand and partly in accordance with the road speed of thelocomotive, means for Aoperating the reversing mechanism, a

device for locking the reversing mechanism against operation, and meansfor preventing the releaseof this locking device except when thelocomotive Ibrakes areapplied.

16. In an internal combustion en ine locomotive, the combination of avaria le speed gear, a reversing mechanism, a fluid pressure system forcontrolling the gear and the reversing mechanism,pmeans\for cutting olfthe supply of pressure fluid for operating the reversing mechanism:except when the locomotive brakes are applied, and fluid pressureoperated means for preventing the release ofthe locomotive brakes exceptwhen the reversing mechanism is in an operative driving position.

17. In an internal combustion engine locomotivegthe combination of avariable speed gear, a reversing mechanism, a fluid pressure system forcontrolling the gear and the reversing mechanism, a hand-operated gearlever, means for controlling the supply of pressure fluid to the gearpartly by means of the gear lever and partly automatically in accordancewith the road speed of the locomotive. a hand-operated reversing leverfor controlling the supply of pressure fluid to the reversing mechanism,means for interlocking the gear lever with the reversing lever, andmeans for cutting oft the supply of pressure fluid to the reversingmechanism except when the locomotive'brakes are applied.

18. In an internal combustion engine locomotive, the combination with avariable speed gear, a reversing mechanism, a fluid pressure system forcontrolling the gear, means for operating the reversing mechanism, and'means for locking the reversing mechanism against operation except whenthe locomotive is at rest.

19. In an internal combustion engine locomotive, the combination of avariable speed gear, a reversing mechanism, a fluid pressure system forcontrolling' the gear, means for controlling the fluid pressure svstempartly by hand and partlv automatically in accordance with the roadspeed. means for operating the reversing mechanism. and means forlocking the reversing mechanism against op-l eration When the locomotiveis in motion.

20. Invan interna-l combustion engine locomotive` the combination of avariable speed gear, a reversing mechanism, a fluid pressure system forcontrolling the gear and the re- -versing` mechanism, a locking devicefor the reversing mechanism, and means operativo when the locomotive isat rest for releasing the locking device andthereby allowing the`operated controlling devices for the gear and the reversing mechanism,meansfor interlocking such controlling devices with one another, andmeans operated 1n accordance with the road speed of tlielocomotivewhei'e- K by the reversing` mechanism is'locked againsty operation whenthe locomotive is in motion.

22. In an internal combustionhen ine locomotive, the combination of avaria le speed gear, a reversing mechanism, a fluid` pressure system forcontrolling the gear, means for operating the reversing mechanism, alocliing device for the reversing mechanism,` means operated inaccordance with the road speed of the locomotive for releasing thelocking device when the locomotive comes to rest andy thereby allowingthe reversing mechanism lto be operated, and. means for interlocking thereversing mechanism with the locomotive brake-actuating mechanismwhereby the locomotive brakes cannot 'be re! leased except whenthereversingmechanism is in an operative driving position.`

23. Inan internal coinbust-ion engine locomotive, the combination of aninternal combustion engine a variable speed gear, a fluid .pressure'systelm for controlling the gear ratio thereof, hand-operated means forcontrolling tlie fluid pressure system, anda device for cutting off thesupply of pressure ing. valve, and means for fluid tothe 'gear exceptwhen the engine speed. and the road speedof the locomotive v are in thecorrect ratio to one another.

24. In a'n internalombustion engine locomotive, the vcombination of aninternal -combustion-engine, a variable speed gear, a fluid pressuresystem for controlling the gear ratio thereof, a hand-o erated-distributing valve selectively controlling the fluid ressure system, agovernor driven in accor ance with the engine speed, a governor driveninaccordance with the roadl speed of the locomotive, and a device actuatedb t-he two governors and adapted to cut o `the supply of pressure fluidto the distributing valve l except when the engine speed and the roadspeed of the locomotive are in the. correct ratio -to one another.

25. In an internal combustion engine *locomotive, the combination of aninternal combustion engine, a variable speed gear, a rev crsingmechanism, a fluid pressure system for controlling the gear, ahand-operated distributing valve controlling the fluid pressure system,a hand-operated device for operating t-he Ireversing interlocking thisdevice with the distributcutting off the supply of pressure fluid to thedistributing valve except when the engine speed and the road speed ofthe locomotive are in the con rectvratio to one another.

In testimony whereof I have ALAN ERNEST LEOFRIC CHORLTON.

mechanism, means for

